EP2440439B1 - Procédé de production d'un couple différentiel agissant sur les roues d'un véhicule - Google Patents

Procédé de production d'un couple différentiel agissant sur les roues d'un véhicule Download PDF

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Publication number
EP2440439B1
EP2440439B1 EP10717140A EP10717140A EP2440439B1 EP 2440439 B1 EP2440439 B1 EP 2440439B1 EP 10717140 A EP10717140 A EP 10717140A EP 10717140 A EP10717140 A EP 10717140A EP 2440439 B1 EP2440439 B1 EP 2440439B1
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EP
European Patent Office
Prior art keywords
vehicle
torque
wheel
load change
wheels
Prior art date
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Application number
EP10717140A
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German (de)
English (en)
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EP2440439A1 (fr
Inventor
Peter Vliet
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2440439A1 publication Critical patent/EP2440439A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque

Definitions

  • the invention relates to a method for generating a differential moment acting on the vehicle wheels of a vehicle according to the preamble of claim 1.
  • a method for stabilizing a vehicle in a driving-dynamic limit situation, in particular when oversteering or understeering the vehicle, in which a vehicle controller engages by automatically actuating at least one wheel brake in the driving operation.
  • the wheel brake is controlled by means of a vehicle control system, in particular an ESP system (electronic stability program).
  • An automatic intervention in the resulting moments on the vehicle wheels can also be carried out with the aim of improving the dynamic behavior of the vehicle. For example, it is known to carry out an active distribution of drive torques on the left and right vehicle wheels via a so-called torque vectoring controller. However, care should be taken to ensure that no such destabilization of the vehicle is caused by such an intervention in dynamic driving boundary situations.
  • the genus-forming DE 10 2004 035 004 A1 discloses a method for increasing the driving stability of a motor vehicle, wherein a model-based precontrol is used to apply a compensating or stabilizing yawing moment to the motor vehicle.
  • the precontrol should have the advantage over a closed-loop control that the time delay occurring in the control system is avoided in the identification and implementation of the stabilizing intervention.
  • the model-based feedforward already reacts on the basis of the quantities that would cause a subsequent change or deviation, if no compensation variable would be generated by the precontrol.
  • the WO 99/67115 A1 relates to a control circuit for controlling the driving stability of a vehicle, wherein at least one parameter of the control circuit is varied in dependence on at least one separately determined measured variable.
  • This is an adaptation of a mathematical vehicle model, which is the control circuit is based, be made by identifying the vehicle-specific standard parameters using the vehicle's own sensor.
  • the background to this is that, due to different design or equipment variants of the vehicles, for example winter tires / summer tires, considerable differences from standard values can result, which can be taken into account by determining the parameter as a function of current measured variables.
  • the WO 2005/042294 A1 discloses to reduce a transmission output torque in the case of a load change generated by sudden gas removal.
  • the invention is based on the object, in the case of acting on the vehicle wheels of a vehicle differential torque to prevent destabilization of the vehicle.
  • wheel moments of different magnitude are applied to at least two vehicle wheels, in particular to a left and a right vehicle wheel. It is in the adjacent wheel torques resulting moments that can be composed of braking and / or drive torque, which in principle it is sufficient in the invention, only a braking torque or only a drive torque acting on a vehicle. Furthermore, it is both possible that a wheel torque is effective on both vehicle wheels, wherein the height of the wheel torque differs, as well as the situation that only one vehicle wheel, a resulting wheel torque is effective and the opposite vehicle wheel experiences no braking or drive torque.
  • the intervention in the wheel torque distribution depends on the presence of a load change.
  • a load change is within a short time from the train to the thrust state or vice versa, by sudden release or sudden operation of the accelerator pedal, possibly in combination with a brake intervention of a driver assistance system or by the driver.
  • the vehicle is during a load change in a dynamic driving boundary area in which the vehicle is still stable on its desired trajectory, but already at a slight change, especially an increase in speed is unstable, so load changes without the function of the invention in the case of an already existing Radmomentendifferenz lead to oversteer, possibly also a Untersteuem of the vehicle.
  • the handling can be stabilized via the intervention in the torque distribution between vehicle wheels, preferably between driven vehicle wheels, so that the sudden load change does not have a negative effect on the vehicle behavior.
  • the torque distribution between the vehicle wheels is changed in such a way that that vehicle wheel with the originally lower resulting wheel torque - possibly also with a resulting wheel torque equal to zero - is now subjected to a wheel torque value which is applied to the other vehicle wheel Exceeds wheel torque.
  • both the situation comes into consideration that the wheel torque is kept constant on a vehicle and the wheel torque on the other vehicle is increased or decreased to reverse the torque ratios, as well as the situation that the resulting wheel torques are changed at both vehicle wheels until the desired new torque ratio is set.
  • the influencing of the resulting wheel torques preferably takes place via a brake intervention. In principle, however, a combination of brake intervention and distribution of drive and / or drag torques or influencing exclusively via the drive and / or drag torques is possible.
  • the absolute value of the resulting wheel torques on each vehicle wheel depends on the readjustment of the torque distribution of various state variables of the vehicle and is determined in particular in such a way that the desired trajectory on which the vehicle moves, can be maintained.
  • the newly adjusted torque distribution is in relation to the height of the moments in particular not necessarily mirror image of the original torque distribution, even if such a reversal of the torque distribution is basically possible.
  • the torque distribution takes place at the wheels left and right of a common axis. But it is also possible a torque distribution over the wheels of different axes on different sides or on common sides and a torque distribution over three or four vehicle wheels.
  • the vehicle is checked for various criteria. According to an advantageous embodiment, it is provided that it is checked for the presence of a driving-dynamic limit situation, whether the difference moment, formed from the difference of the resulting, considered wheel torques, exceeds a limit value.
  • the difference torque is used to change the driving behavior of a vehicle with regard to the self-steering behavior and / or the traction, and is a measure of the utilization of the power capacity on the axis concerned.
  • the differential torque can be generated as an additional function of an ESP system (electronic stability program) with which different levels of wheel braking torque are generated on the various vehicle wheels to influence the vehicle dynamics vehicle behavior.
  • ESP system electronic stability program
  • a brake handle is introduced, which has the positive effect that the maximum cornering speed is increased.
  • the differential torque is determined according to further expedient embodiment of the determined over a measurement actual yaw rate of the vehicle and a calculated target yaw rate, in particular, the current vehicle speed received. Since the difference torque is already tuned as a supplementary controller function to an ESP system to a driving-dynamic limit situation, the value of the differential torque, ie the difference between the wheel torques, can be used to detect a driving-dynamic limit situation. If the difference torque is above an assigned limit value, it can be assumed that the driving dynamics limit situation prevails.
  • the difference torque represents an indicator for the utilization of the traction potential between the tire and the roadway for the vehicle in the border area.
  • the difference torque can be subjected to a filtering. Due to the filtering, short peak values, which have little significance in driving dynamics, are not considered. Only with a constantly large differential torque is assumed to be a border situation. If the value of the differential torque over a longer period is large, but has already decreased again at the time of the load change, stabilization should normally still be carried out. By means of the filtering the difference momentum becomes The filtered differential torque decreases with a phase delay, which is used as information.
  • the limit value assigned to the difference torque is specified as a fixed quantity, which depends only on vehicle-specific settings, but not on current state variables. In principle, however, it is also possible to determine the limit value for the differential torque in the vehicle as a function of current state variables.
  • the state of the load change can be detected by examining the course of the drive torque or a variable correlating therewith. Since only at a load change, the distribution of the wheel torque is to be changed, a reliable detection of a current load change in the vehicle is of considerable importance. This is done by evaluating the drive torque or a related variable, such as a gimbal torque, which is effective in a propeller shaft of the vehicle.
  • the drive torque is the torque applied on the output side, which is applied to a transmission connected downstream of the drive motor.
  • the engine torque for the investigation of a load change can be used.
  • the drive torque or the associated moment is subjected to filtering, for example low-pass filtering, and then the difference between the unfiltered and the filtered moment is formed.
  • filtering for example low-pass filtering
  • sudden accelerator pedal changes are expressed by the driver, from which a load change can be concluded.
  • a load change occurs when the filtered and unfiltered torque difference exceeds an associated limit.
  • the method according to the invention is carried out in a control or control device, which may be part of a driver assistance system or such Driver assistance system, such as an electronic stability program ESP, may be assigned.
  • a control or control device which may be part of a driver assistance system or such Driver assistance system, such as an electronic stability program ESP, may be assigned.
  • a setting device is assumed on the hardware side, with which the wheel torque can be influenced on at least two vehicle wheels.
  • This adjusting device is, for example, the wheel brake device, which makes it possible to automatically generate wheel braking torques at different heights on the various vehicle wheels.
  • an active coupling member torque vectoring Differenzial
  • the method sequence shown in the drawing presupposes that an effective differential moment M diff is already applied via an adjusting device to two different vehicle wheels, in particular to the wheels of a common axle.
  • an effective differential moment M diff is already applied via an adjusting device to two different vehicle wheels, in particular to the wheels of a common axle.
  • various state variables are first detected or determined from measured variables with the vehicle's own sensor system.
  • This sensor technology is, for example, the ESP sensor technology.
  • the vehicle speed v and the actual yaw rate Erf are recorded.
  • a desired yaw rate ⁇ d can be determined, wherein a value for a torque difference M diff is determined from the actual yaw rate ⁇ and the desired yaw rate ⁇ d can.
  • This torque difference is applied as the output variable in a controller, in particular of the ESP system, and is preferably determined in limit-dynamic driving situations and predefined via an adjusting device of the vehicle, preferably about a distribution of wheel braking torque to take a targeted influence on the driving dynamics of the vehicle.
  • M diff By way of the moment difference M diff , for example, an understeering tendency can be avoided in order to produce a more sporty driving behavior.
  • a dynamic driving limit state can be determined by evaluating the moment difference. For this purpose, it is checked in method step 2 whether the torque difference M diff exceeds an assigned limit value M diff, lim . If this is not the case, there is still no dynamic driving limit situation that requires a change in the current torque distribution. In this case, the no-branch ("N") is returned to the beginning of the first process step following.
  • the current drive torque M dr is first determined in method step 3, from which a cardan shaft M kar acting in a propeller shaft is calculated, which can be represented as a function of the drive torque M dr .
  • the cardan moment M kar is subjected to filtering, wherein the filtered cardan moment M kar, F can be represented as a function of the unfiltered cardan moment M kar .
  • the difference M kar, diff between unfiltered cardan moment M kar and filtered cardan moment M kar, diff is formed.
  • step 4 a query is made as to whether the moment difference M kar, diff exceeds an associated limit value M kar, lim . If this is the case, it can be assumed that a load change in the vehicle, whereupon the yes-branching is proceeded to the next step 5. Otherwise, following the no-branching, the system returns to the first method step, and the entire method is executed again.
  • the wheel torques M wh1 and M wh2 are recalculated and, via the associated adjusting devices, in particular the wheel brake devices, generated.
  • the difference moment M diff between the wheels is readjusted.
  • the adjustment takes place in particular in such a way that the vehicle remains stable despite the load change that has taken place in the limit-stable driving situation.
  • the existing torque ratio is preferably reversed in principle, that is to say an originally larger wheel torque on a vehicle wheel is changed to a smaller torque relative to the wheel torque on the opposite vehicle wheel.
  • the absolute height of the wheel moments is redefined.
  • the limit values M diff, lim for the difference moment M diff and M kar, lim for the moment difference between filtered and unfiltered cardan moment can be specified as fixed values. However, it is also possible to make a determination as a function of current state variables.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Regulating Braking Force (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Claims (11)

  1. Procédé pour générer un moment différentiel (Mdiff) agissant sur les roues de véhicule d'un véhicule, avec lequel des moments de roue (Mwh1, Mwh2) de niveaux différents agissent sur deux roues de véhicule dans des situations de conduite définies, la distribution des moments entre les roues de véhicule étant modifiée dans le cas où le véhicule se trouve en changement de charge et en même temps dans une situation limite du point de vue de la dynamique de conduite, dans lequelle des moments de roue (Mwh1, Mwh2) de niveaux différents sont appliqués aux roues de véhicule, caractérisé en ce que la roue de véhicule ayant le moment de roue (Mwh1, Mwh2) originellement le plus faible est soumise à un moment de roue (Mwh1, Mwh2) qui excède celui de l'autre roue de véhicule.
  2. Procédé selon la revendication 1, caractérisé en ce que pour la présence d'une situation limite du point de vue de la dynamique de conduite, il est vérifié si le moment différentiel (Mdiff) formé à partir de la différence des moments de roue (Mwh1, Mwh2) dépasse une valeur limite (Mdiff,lim).
  3. Procédé selon l'une des revendications 1 ou 2, caractérisé en ce que le moment différentiel (Mdiff) est déterminé à partir du taux de lacet réel et/ou du taux de lacet de consigne et/ou à partir d'autres grandeurs d'état du véhicule.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce qu'un changement de charge est détecté au moyen de la modification dans le tracé du moment d'entraînement ou d'une grandeur qui y est corrélée.
  5. Procédé selon la revendication 4, caractérisé en ce qu'un changement de charge est détecté au moyen de la modification dans le tracé du moment de cardan qui agit dans un arbre à cardan dans le véhicule.
  6. Procédé selon la revendication 4 ou 5, caractérisé en ce que pour détecter le changement de charge, le moment observé est filtré et la différence entre le moment filtré et non filtré est formée, un changement de charge étant présent si la différence dépasse une valeur de seuil.
  7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce que le moment différentiel est généré par une intervention de freinage.
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce le moment différentiel est généré par une distribution du moment d'entraînement.
  9. Appareil de régulation et de commande spécialement conçu pour mettre en oeuvre le procédé selon l'une des revendications 1 à 8.
  10. Dispositif dans un véhicule, notamment programme de stabilité électronique (ESP) avec un appareil de régulation et de commande selon la revendication 9.
  11. Dispositif selon la revendication 10, caractérisé en ce qu'il est prévu un dispositif de réglage pour générer un moment différentiel entre deux roues de véhicule.
EP10717140A 2009-06-08 2010-05-03 Procédé de production d'un couple différentiel agissant sur les roues d'un véhicule Active EP2440439B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009026813A DE102009026813A1 (de) 2009-06-08 2009-06-08 Verfahren zur Erzeugung eines auf die Fahrzeugräder eines Fahrzeugs wirkenden Differenzmoments
PCT/EP2010/055965 WO2010142496A1 (fr) 2009-06-08 2010-05-03 Procédé de production d'un couple différentiel agissant sur les roues d'un véhicule

Publications (2)

Publication Number Publication Date
EP2440439A1 EP2440439A1 (fr) 2012-04-18
EP2440439B1 true EP2440439B1 (fr) 2013-03-13

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Application Number Title Priority Date Filing Date
EP10717140A Active EP2440439B1 (fr) 2009-06-08 2010-05-03 Procédé de production d'un couple différentiel agissant sur les roues d'un véhicule

Country Status (6)

Country Link
US (1) US8818667B2 (fr)
EP (1) EP2440439B1 (fr)
JP (1) JP5351334B2 (fr)
CN (1) CN102458950B (fr)
DE (1) DE102009026813A1 (fr)
WO (1) WO2010142496A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011010993A1 (de) * 2011-02-11 2012-08-16 Audi Ag Verfahren zum Betreiben eines Kraftfahrzeugs bei Durchfahren einer Kurve
DE102011082034A1 (de) * 2011-09-02 2013-03-07 Robert Bosch Gmbh Temporäre Kompensation der ungewollten Verzögerung durch Bremseingriffe von ESP-Funktionen
JP6142842B2 (ja) * 2014-05-12 2017-06-07 トヨタ自動車株式会社 車両の制御装置
DE102017129828A1 (de) * 2017-12-13 2019-06-13 Man Truck & Bus Ag Verfahren zum Betreiben eines Fahrzeugs, insbesondere eines Nutzfahrzeugs

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3811214C2 (de) * 1988-04-02 1994-04-21 Porsche Ag Anordnung zur Steuerung der Kraftübertragung auf wenigstens zwei Achsen eines Kraftfahrzeuges
JPH1086705A (ja) * 1996-09-13 1998-04-07 Denso Corp 車両挙動制御装置
JP4094103B2 (ja) 1998-02-25 2008-06-04 富士重工業株式会社 車両運動制御装置
DE19919180A1 (de) * 1999-04-28 2000-11-02 Continental Teves Ag & Co Ohg Regelschaltung zum Regeln der Fahrstabilität eines Fahrzeugs
WO1999067115A1 (fr) * 1998-06-22 1999-12-29 Continental Teves Ag & Co. Ohg Circuit de regulation pour reguler la stabilite de roulement d'un vehicule sur la base d'un modele de reference de vehicule
DE19838336A1 (de) * 1998-08-24 2000-03-02 Bosch Gmbh Robert System zur Steuerung der Bewegung eines Fahrzeugs
US6547025B1 (en) * 1999-03-18 2003-04-15 Gkn Automotive, Inc. All wheel drive system for a motor vehicle
DE19913824B4 (de) 1999-03-26 2010-04-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit
JP4223205B2 (ja) * 2001-08-27 2009-02-12 本田技研工業株式会社 ハイブリッド車両の駆動力分配装置
WO2005042294A1 (fr) * 2003-11-04 2005-05-12 Zf Friedrichshafen Ag Methode pour influencer les reactions associees aux cycles d'effort
DE102004035004A1 (de) * 2004-07-20 2006-02-16 Bayerische Motoren Werke Ag Verfahren zur Erhöhung der Fahrstabilität eines Kraftfahrzeugs
US7640081B2 (en) * 2004-10-01 2009-12-29 Ford Global Technologies, Llc Roll stability control using four-wheel drive
JP4179348B2 (ja) * 2006-06-22 2008-11-12 トヨタ自動車株式会社 走行装置
DE102006031511A1 (de) 2006-07-07 2008-01-17 Robert Bosch Gmbh Verfahren zum Kompensieren der Bremsverzögerung bei einer Fahrzeugregelung
JP4798012B2 (ja) 2007-01-30 2011-10-19 トヨタ自動車株式会社 車両用差動制限装置の制御装置

Also Published As

Publication number Publication date
CN102458950A (zh) 2012-05-16
DE102009026813A1 (de) 2010-12-09
CN102458950B (zh) 2015-01-28
EP2440439A1 (fr) 2012-04-18
JP2012529397A (ja) 2012-11-22
JP5351334B2 (ja) 2013-11-27
US20120046842A1 (en) 2012-02-23
US8818667B2 (en) 2014-08-26
WO2010142496A1 (fr) 2010-12-16

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